Mechanism for extracting vapors from crankcase for use as a fuel saver and smog control



Sept. 24, 1968 o. F. YANCHO MECHANISM FOR EXTRACTING VAPORS FROM CRANKCASE FOR USE AS A FUEL SAVER AND SMOG CONTROL Filed June 5, 1965 FIG 2 FIGI FIG 3 United States Patent 3,402,706 MECHANISM FOR EXTRACTING VAPORS FROM CRANKCASE FOR USE AS A FUEL SAVER AND SMQG CONTROL Daniel Franklin Yaneho, West Palm Beach, Fla., assignor g1; one-half to Arthur Alexander ()rme, Palm Beach,

Filed June 3, 1965, Ser. No. 461,006 24 Claims. (Cl. 123-119) ABSTRACT OF THE DISCLOSURE This invention provides a crankcase ventilating and flow regulating device which balances the supply of vapors from the crankcase to the manifold to the engines speed, by reducing flow when the engine runs slower and vacuum is high, and forces flow by pump action when the engine runs faster, and vacuum is low. It also provides two external and one internal controls to permit one unit to fit many engines which have different demands and requirements.

This invention relates to the removal of vapors from the crankcase of internal combustion engines. Vapors of oil, gasoline, acids, and water are found in the oil pan and lower crankcase of internal combustion engines.

These harmful elements, when let out into the atmosphere, cause smog. Also, when left in the crankcase, they cause sludge, which coats all parts, resulting in lack of lubrication which in turn causes parts to wear out quickly.

By drawing these elements from the crankcase and burning them, we get a more thorough burning of the fuel mixture and therefore less discharge of unburned materials into the atmosphere.

An object of the invention is to pick up the harmful vapors, fumes, and condensation that form in the crankcase, and put them into use, resulting in cleaner rings, cleaner oil, cleaner valves, and a reduction of sludge materials in the crankcase.

Still another object of the present invention is to supplement the fuel with combustible fumes to save gas, and at the same time reduce the amount of unburned particles discharged into the atmosphere.

Another object of the present invention is to provide a booster pump which automatically compensates for any lack of vacuum, and to control the output of the unit at all speeds.

Another object of the invention is to provide pumpin-g action proportional to the demand of the carburetor, and at the same time use an existing access to the engine by using the fuel pump port and the cam for power.

Still other objects, benefits, and advantages of this invention will become evident from the study of the following detailed description along with the accompanying drawing in which:

FIGURE 1 is a cutaway view of the housing unit number 15 and 13 compartment in place between the engine and fuel pump housing, reference number 33.

FIGURE 2 is a view of housing reference numbers 15 and 13 from direction A.

FIGURE 3 shows a housing containing an electrically activated diaphragm, or a bellows used in conjunction with the apparatus in housing unit reference number 15.

FIGURE 4 is vacuum operated utilizing the apparatus in housing unit reference number 15. The bottom with a mounting bracket attached and capped off.

Referring now specifically to the drawing, this invention is attached to the engine crankcase wall reference number 1 at the fuel pump port location. This unit is 3,402,706 Patented Sept. 24, 1968 powered through the action of the cam, reference number 2, which is at present being utilized to activate the fuel pump, reference number 33. The rotation of the cam causes the rocker arm, reference number 3, to move, and this in turn is transmitted to the fuel pump rocker arm, reference number 5, through spacer number 6, which is the same thickness as the housing at that point, and therefore transfers the same action as before the unit was interposed. The action is also directed upward by the pivotal pin, number 7, which causes connecting rod, number 8, to actuate the diaphragm, number 9.

When the rod, number 8, moves down it causes the movement of diaphragm number 9, which in turn forces check valve number 10 to open and check valve number 11 to close, and also causes the fumes from the crankcase, number 1, to be pulled up by this suction action, and by the route of the interior of number 12 of the pump housing, number 13, and then into the pump bypass number 14, and through the vacuum housing, number 15, and through its bypass number 16 into the interior, number 17, of the vacuum housing. It then passes through the check valve, number 10, into an area number 18, above the diaphragm.

Upon the upward motion of connecting rod number 8, the check valve, number 10, is forced shut by the pressure, and check valve number 11, is forced open, and the fumes now in area number 18 are forced through into area number 19, and pass into the piston number 20, through the plate number 21, which is attached to the face of the piston and which can be rotated to regulate the size of the holes, number 2-2, in the piston face and through which these fumes pass. The movement of the piston is regulated by the vacuum, which is obtained from the manifold, number 23, through the line number 24.

When the vacuum is the greatest, the engine requirements are at their lowest. The piston is activated when the vacuum is at its highest, which sucks the piston upward against adjusting spring number 25, and force taper end of needle number 26 adjacent to, or in to, the taper seat number 27 of piston cover number 28, and this controls the flow of fumes which have entered the interior of the piston and which then are sucked through line 24 into manifold 23. If the piston is sucked up fully, the fumes will flow through the orifice 29 of the needle 26 in required small amounts.

Rapid acceleration and high speeds lower the vacuum and the engine requirements at this time are at their greatest. Now the piston having a low vacuum above it, and therefore a small amount of upward pull, and being held downward by the springs, will remain down and a desired flow will be forced through by the pump.

There are two external controls for meeting the demand of the individual engine. The first is screwing of piston cover 28 up or down, thereby adjusting the tension of the springs. The piston cover is secured in position by a lock nut 30. The other method for control is a pin 31 which can intersect and regulate the amount of opening of check valve 11. This pin is secured by nut 32. This last control may be unnecessary except in special cases, and can be plugged off.

FIGURE 2 illustrates the routing of the by-pass described in FIGURE 1.

FIGURE 3 shows the vacuum housing 15 the same as that used in FIGURE 1 except that the fumes enter through a line '35 rather than through the base, which in this case is a housing 36 containing an electrically activated diaphragm or a bellows 37. This whole unit is attached to any convenient mounting by a bracket 38.

FIGURE 4 shows a unit designed for use with engines such as stationary mounted engines which have no great fluctuation and those speeds will supply enough vacuum to suck out all of the fumes from the crankcase. The fumes enter through a line 41 and the base is sealed off by a cap 39 and can be attached to any location by a bracket 40, and is otherwise the same unit as is illustrated in FIGURE 1 of the vacuum housing.

While this invention has been described with particular reference to the construction shown in the drawing and while various changes may be made in the detail construction, it shall be understood that such changes shall be within the spirit and scope of the present invention as defined by the appended claims.

Having thus completely and fully described the invention, what is now claimed as new and desired to be protected by Letters Patent of the United States is:

1. In combination with an internal combustion engine having a crankcase and an intake manifold; a crankcase ventilating and flow regulating device which provides a passageway for vapors to be drawn thru by means of vacuum from the interior of the crankcase to the interior of the manifold, and comprising a conduit means from the crankcase to a vacuum regulating body, thru into the interior of said vacuum body, into a holding chamber, said chamber having a detachable external cover, then thru a check valve into a cylindrical piston chamber, which contains a cylindrical piston, said piston having two holes, an oif-center hole, and a centrally located hole running between the parallel ends, and having a tube attached to the piston, projecting from the center hole in the direction opposite to said check valve, said tube having a conically shaped end; this tube is surrounded by a coil spring, one end of which presses against the piston, the other against a piston chamber coverplate, said coverplate having a centrally located hole penetrating thru a centrally located conical depression on its inner surface, thru the coverplate to the outside and by a conduit means to the interior of the manifold.

2. A crankcase ventilating and flow regulating device according to claim 1, and in combination with a fuel pump, wherein the holding chambers detachable coverplate is part of the body of a mechanically operated pump, the body of said pump being hollow and mounted between the engine body and the fuel pump body, at the fuel pump port, and by interposition of a pivotable lever between the camshaft and the fuel pump rocker arm, said lever passing thru and being pivotably attached in interior of said hollow pump body, said lever being attached to a diaphragm, which it actuates, this diaphragm being interposed between the outer end of the pump body and the vacuum regulating body, and faces into the said holding chamber, which is now common to both the pump and vacuum bodies; a bypass, beginning on the engine side of the diaphragm, bypassing the diaphragm, and entering into said vacuum body and thru a check valve into the holding chamber; the hollow pump body and the bypass providing a conduit means from the interior of the crankcase into the vacuum body.

3. A crankcase ventilating and flow regulating device according to claim 2, wherein the piston chamber coverplate is adjustable to provide varying degrees of pressure against the piston, thru the spring.

4. A crankcase ventilating and flow regulating device according to claim 2 wherein a threaded pin extends from the outside thru a threaded hole into the vacuum body, and capable of intersecting and limiting the movement of the check valve which is between the holding chamber and the piston chamber.

5. A crankcase ventilating and flow regulating device according to claim 2 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

6. A crankcase ventilating and flow regulating device according to claim 3 wherein a threaded pin extends from the outside thru a threaded hole into the vacuum body,

and capable of intersecting and limiting the movement of the check valve which is between the holding chamber and the piston chamber.

7. A crankcase ventilating and flow regulating device according to claim 3 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

8. A crankcase ventilating and flow regulating device according to claim 4 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

9. A crankcase ventilating and flow regulating device according to claim 6 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

10. A crankcase ventilating and flow regulating device according to claim 1 wherein the holding chamber detachable coverplate is part of an electrically activated pump assembly, with a portion or" the body of said pump, and the diaphragm of the pump completing the holding chamber which is now common to the pump body and the vacuum body and with the vapors entering the holding chamber first passing thru a check valve.

11. A crankcase ventilating and flow regulating device according to claim 10 wherein the piston chamber coverplate is adjustable to provide varying degrees of pressure against the piston, thru the spring.

12. A crankcase ventilating and flow regulating device according to claim 10 wherein a threaded pin extends from the outside thru a threaded hole into the vacuum body, and capable of intersecting and limiting the movement of the check valve which is between the holding chamber and the piston chamber.

13. A crankcase ventilating and flow regulating device according to claim 10 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the ofi-center piston hole location is attached to the piston end.

14. A crankcase ventilating and flow regulating device according to claim 11 wherein a threaded pin extends from the outside thru a threaded hole into the vacuum body, and capable of intersecting and limiting the movement of the check valve which is between the holding chamber and the piston chamber.

15. A crankcase ventilating and flow regulating device according to claim 11 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

16. A crankcase ventilating and flow regulating device according to claim 12 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

17. A crankcase ventilating and flow regulating device according to claim 14 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

18. A crankcase ventilating and flow regulating device according to claim 1 wherein the piston chamber coverplate is adjustable to provide varying degrees of pressure against the piston, thru the spring.

19. A crankcase ventilating and flow regulating device according to claim 1 wherein a threaded pin extends from the outside thru a. threaded hole into the vacuum body, and capable of intersecting and limiting the movement of the check valve which is between the holding chamber and the piston chamber.

20. A crankcase ventilating and flow regulating device according to claim 1 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

21. A crankcase ventilating and flow regulating device according to claim 18 wherein a threaded pin extends from the outside thru a threaded hole into the vacuum body, and capable of intersecting and limiting the movement of the check valve which is between the holding chamber and the piston chamber.

22. A crankcase ventilating and flow regulating device according to claim 18 wherein an adjustable, revolvable faceplate with a center hole, and with a slot match the off-center piston hole location, is attached to the piston end.

23. A crankcase ventilating and flow regulating device according to claim 19 wherein an adjustable, revolvable faceplate with a center hole, and With a slot to match the off-center piston hole location, is attached to the piston end.

24. A crankcase ventilating and flow regulating device according to claim 21 wherein an adjustable, revolvable faceplate with a center hole, and with a slot to match the off-center piston hole location, is attached to the piston end.

References Cited UNITED STATES PATENTS 1,410,682 3/1922 Kettering 123-119 1,777,656 10/1930 Silva 123-1 19 2,166,720 7/1939 Gorleski 123119 2,660,987 12/1953 Doughty 12341.86 2,734,525 2/ 1956 Rausch.

2,829,629 4/ 1958 Badertscher et al. 123--1 19 3,225,752 12/1965 Robinson 123-119 3,246,639 4/1966 Oliver 123-1 19 2,646,784 7/1953 McKeever 123-498 3,157,169 11/1964 Drysdale 123-119 AL LAWRENCE SMITH, Primary Examiner. 

